Train virtual coupling control method, system, equipment and medium

Abstract

The invention relates to the field of rail transit, and provides a train virtual coupling control method, system and device and a medium, and the method comprises the steps: responding to the existence of an entering condition, entering a virtual coupling, creating a virtual coupling network topology structure, and carrying out monitoring based on the virtual coupling network topology structure; monitoring information is obtained, a target speed curve and a safe distance are generated according to the information, train positioning information is obtained, and a position target curve is generated based on the train positioning information; controlling the train operation through the position target curve and the target speed curve, and adjusting the distance between the trains according to the safe distance; and in response to existence of an exit condition, exiting the virtual coupling. According to the invention, non-contact virtual connection between trains is realized, and the flexibility and safety of train marshalling are improved. Through wireless communication and synchronous and asynchronous combined control technology, real-time information exchange and cooperative operation between trains are realized, and the operation efficiency and reliability are improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit, and in particular to a method, system, device and medium for virtual train coupling control. Background Art

[0002] Rail transit systems are facing pressure to transport more goods and passengers faster and more efficiently. Since building new rail lines or extending existing rail lines is costly and time-consuming, the existing rail transit system is required to increase the number of trains in operation and improve the speed of trains as much as possible without adding more lines.

[0003] Increasing train speed and transporting more goods and passengers cannot be achieved simultaneously. Kinetic energy K = 1 / 2 × m × v 2 , where m is the mass of the object and v is the velocity of the object. The kinetic energy theorem shows that the mechanical work done by the resultant external force acting on an object is equal to the change in the object's kinetic energy. When the transported goods are heavy, if the train still maintains high-speed operation, a large amount of kinetic energy will be converted into mechanical energy during traction or braking, acting on the mechanical connections of the train vehicles, affecting the safety of train operation.

[0004] Virtual coupling is different from traditional mechanical coupling. Through communication and other means, it allows trains to maintain a smaller safety interval. This means that the mass of objects is reduced, and more trains can be arranged on the same track to run at higher speeds and smaller train spacing, thereby increasing the transportation capacity of the rail transit system. However, virtual coupling technology is in the research and testing stage. The research on distributed control technology enables each train to make autonomous decisions and actions based on the movement of itself and other surrounding trains. In actual application, there are problems such as abnormal wireless communication between trains, or abnormal entry or exit of virtual coupling, and imperfect safety mechanism control strategies, which in turn affect the safe operation of virtual coupling trains.

[0005] The prior art proposes a vehicle-to-vehicle coupling device for realizing communication connection between front and rear trains. The vehicle-to-vehicle coupling device realizes information exchange based on 5G technology and real-time Ethernet. Vehicle-to-vehicle coupling is an important component of virtual coupling. No redundant backup communication method, including signal enhancement method, etc., is proposed; no degradation control strategy after communication abnormality is proposed. It is proposed that a train distance measuring device is set on the front or rear car of adjacent trains to measure the distance between the front and rear trains. There is a curve on the track between the train and the adjacent train, and the distance measuring device can only measure the straight-line distance, which has errors; and when the distance between trains is far, the train distance measuring device cannot measure the distance between trains. Summary of the invention

[0006] Based on the above purpose, the present invention proposes a method for virtual train coupling control, comprising: In response to the presence of an entry condition, entering a virtual connection, creating a virtual connection network topology structure, and performing monitoring based on the virtual connection network topology structure; Acquire monitoring information, generate a target speed curve and a safety distance according to the monitoring information, acquire train positioning information, and generate a position target curve based on the train positioning information; Controlling the train operation by means of the position target curve and the target speed curve, and adjusting the distance between trains according to the safety distance; In response to the existence of an exit condition, the virtual hook-up is exited.

[0007] In some embodiments, the steps of creating a virtual interconnected network topology structure and monitoring based on the virtual interconnected network topology structure include: Switch the ETB and / or WTB reconnection wired link and the vehicle safety protection system reconnection wired link to a wireless link; The ETB and / or WTB reconnect wired links to perform initial operation of the grouping, thereby creating a virtual interconnected network topology structure; The train data in the virtual coupling network topology is monitored and transmitted through the on-board safety protection system reconnection wired link.

[0008] In some embodiments, the step of obtaining monitoring information and generating a target speed curve according to the monitoring information includes: Obtain monitoring information and obtain the performance data of the master control train and the slave control train; generating a target speed curve of the master control train according to the performance data of the master control train; Generate a master train target speed curve of the slave train according to the performance data of the slave train and the target speed curve of the master train, and synchronously correct the target speed curve of the master train according to the real-time speed of the master train; A train target speed curve of the slave-controlled train is generated according to the speed limit curve in the monitoring information and the master-controlled train target speed curve of the slave-controlled train.

[0009] In some embodiments, the step of obtaining monitoring information and generating a safety distance according to the monitoring information includes: Acquiring real-time braking parameters according to the monitoring information; Inputting the real-time braking parameters into a preset train braking model to obtain a braking distance; The braking distance and the preset safe release distance are combined to generate the safe distance; The safe distance between the slave-controlled train and the master-controlled train is corrected in real time based on the monitoring information.

[0010] In some embodiments, the step of obtaining train location information includes: In response to the wireless communication being normal, the track route is divided into a plurality of area segments with wireless communication access points, and when the train is running in an area segment, the train continuously communicates with the wireless communication access point and transmits the train position information in the virtual coupling network topology structure through the on-board safety protection system reconnection wired link; In response to wireless communication anomalies, Beidou short message communication and Beidou positioning are used on the train's Beidou satellite navigation system to obtain satellite signals, parse the satellite position and time information from the satellite signals, and calculate the train position information.

[0011] In some embodiments, the step of adjusting the distance between trains according to the safety distance comprises: When the distance between the current trains is less than the safe distance, applying brakes to the following trains to decelerate; When the distance between the current trains is higher than the safety distance and is gradually increasing, traction is applied to the subsequent trains to accelerate them.

[0012] In some embodiments, the distance between trains is calculated as follows: Obtain the straight-line distance between the preceding and following trains and the track information between the two trains; Obtain track distance and curve slope based on track information; Combine the straight-line distance with the track distance to get the base distance; The additional distance is obtained by weighted averaging the curve slope and the preset curve coefficient; Add the basic distance and the additional distance to get the distance between trains.

[0013] The present invention proposes a system for virtual train coupling control, comprising: An entry module configured to enter a virtual connection in response to the presence of an entry condition, create a virtual connection network topology structure, and perform monitoring based on the virtual connection network topology structure; a calculation module configured to obtain monitoring information, generate a target speed curve and a safety distance according to the monitoring information, obtain train positioning information, and generate a position target curve based on the train positioning information; a control module configured to control the operation of the trains through the position target curve and the target speed curve, and adjust the distance between the trains according to the safety distance; The exit module is configured to exit the virtual linkage in response to the existence of an exit condition.

[0014] In some embodiments, the system further comprises: When the train length is less than or equal to the preset distance, a signal enhancement device is added at the end of the train; When the train length is greater than the preset distance, a signal enhancement device is added in the middle of the train and at the end of the train within the preset distance.

[0015] In some embodiments, each train car in the virtual interconnected network topology is used as a node, and the master control train is used as a central node, and independent equipment is set in each train car; All nodes are interconnected through the ETB and / or WTB reconnection wired links, and the wireless control modules in the ETB and / or WTB reconnection wired links perform train marshaling according to a tree structure; In each train car, a star topology is constructed with independent devices through Ethernet switches, and communication is carried out by the Ethernet switches and wireless control modules.

[0016] The present invention provides a computer device, comprising: At least one processor; and a memory, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the program, the steps of the method for virtual train coupling control are performed.

[0017] The present invention proposes a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method for virtual train coupling control are executed.

[0018] The present invention has at least the following beneficial technical effects: The present invention proposes a method, system, device and medium for controlling virtual coupling of trains. The method includes: in response to the existence of entry conditions, entering virtual coupling, creating a virtual coupling network topology structure, and monitoring based on the virtual coupling network topology structure; acquiring monitoring information, generating a target speed curve and a safety distance according to the monitoring information, acquiring train positioning information, and generating a position target curve based on the train positioning information; controlling train operation through the position target curve and the target speed curve, and adjusting the distance between trains according to the safety distance; and in response to the existence of exit conditions, exiting virtual coupling.

[0019] The present invention realizes contactless virtual connection between trains, and improves the flexibility and safety of train formation. Through wireless communication and synchronous and asynchronous combined control technology, real-time information exchange and coordinated operation between trains are realized, and operation efficiency and reliability are improved. By optimizing decision-making contents such as train coupling time, virtual coupling technology can significantly improve the traffic efficiency of the line. Virtual coupling technology not only improves efficiency, but also ensures the stability and balance of the formation structure. This is crucial to ensure the safety of train operation and reduce energy consumption costs. Virtual coupling technology supports the rapid and flexible online formation of trains and realizes dynamic matching of transportation capacity and volume. It is suitable for different types of trains and track conditions and has broad application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other embodiments can be obtained based on these drawings without paying creative work.

[0021] Figure 1 A flow chart of the method for virtual train coupling control provided by the present invention; Figure 2 A system module diagram of the virtual train coupling control provided by the present invention; Figure 3 A virtual coupling network topology structure for virtual coupling control of trains provided by the present invention; Figure 4 A schematic diagram of the structure of an embodiment of a computer device provided by the present invention; Figure 5 A schematic diagram of the structure of an embodiment of a computer-readable storage medium provided by the present invention. DETAILED DESCRIPTION

[0022] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the embodiments of the present invention are further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0023] It should be noted that all expressions using "first" and "second" in the embodiments of the present invention are for distinguishing two non-identical entities with the same name or non-identical parameters. It can be seen that "first" and "second" are only for the convenience of expression and should not be understood as limitations on the embodiments of the present invention. The subsequent embodiments will not explain this one by one.

[0024] The present invention proposes a method for virtual train coupling control, please refer to Figure 1 ,include: S1: In response to the presence of an entry condition, entering a virtual connection, creating a virtual connection network topology structure, and performing monitoring based on the virtual connection network topology structure; S2: Acquire monitoring information, generate a target speed curve and a safety distance according to the monitoring information, acquire train positioning information, and generate a position target curve based on the train positioning information; S3: Controlling the train operation by means of the position target curve and the target speed curve, and adjusting the distance between trains according to the safety distance; S4: In response to the existence of an exit condition, exit the virtual linkage.

[0025] The present invention realizes contactless virtual connection between trains, and improves the flexibility and safety of train formation. Through wireless communication and synchronous and asynchronous combined control technology, real-time information exchange and coordinated operation between trains are realized, and operation efficiency and reliability are improved. By optimizing decision-making contents such as train coupling time, virtual coupling technology can significantly improve the traffic efficiency of the line. Virtual coupling technology not only improves efficiency, but also ensures the stability and balance of the formation structure. This is crucial to ensure the safety of train operation and reduce energy consumption costs. Virtual coupling technology supports the rapid and flexible online formation of trains and realizes dynamic matching of transportation capacity and volume. It is suitable for different types of trains and track conditions and has broad application prospects.

[0026] The present invention proposes a train virtual coupling control method, which mainly consists of two parts: on-board and ground. The ground part mainly realizes train formation scheduling operation and wireless communication signal enhancement, and the on-board part mainly realizes communication and control operation between virtual formation trains.

[0027] The present invention proposes a virtual linkage entry and exit strategy.

[0028] Entry conditions: pantographs are all lowered, main circuit breakers are all disconnected, diesel engines are stopped, excitation is stopped, the main control car gate is at the reconnection position, the actual traction force is 0, the actual electric braking force is 0, the direction is neutral, and the train speed is zero; pantographs are all lowered and main circuit breakers are all disconnected for electric trains, diesel engines are stopped and excitation is stopped for diesel trains; Exit conditions: The driver manually chooses to exit, the wireless reconnection communication is interrupted, and the wireless reconnection equipment is powered off.

[0029] In some embodiments, see Figure 1 The steps of creating a virtual interconnected network topology structure and monitoring based on the virtual interconnected network topology structure include: Switch the ETB and / or WTB reconnection wired link and the vehicle safety protection system reconnection wired link to a wireless link; The ETB and / or WTB reconnect wired links to perform initial operation of the grouping, thereby creating a virtual interconnected network topology structure; The train data in the virtual coupling network topology is monitored and transmitted through the on-board safety protection system reconnection wired link.

[0030] ETB is a train backbone network based on Ethernet technology, which is mainly used for high-speed data transmission inside the train. The ETB link connects various devices on the train through physical cables (such as twisted pair, optical fiber, etc.) to form a high-speed and reliable data communication network. When the train is reconnected, the ETB link is also responsible for connecting the communication networks between different trains to achieve information sharing and collaborative control between trains. The ETB link has the characteristics of high bandwidth, low latency, and high reliability, which can meet the real-time and reliability requirements of the train communication network.

[0031] The WTB bus is mainly used for train-level communication, with a transmission rate of 1Mbps, which can realize the transmission of process data and message data. The WTB link also uses physical cables for connection and has the function of initial train operation, that is, when the configuration of the train vehicle changes, it can automatically address the vehicle to form a new train topology without human intervention. This enables the WTB link to quickly adapt to the new train formation when the train is reconnected, and realize seamless connection between trains. The WTB link has the characteristics of strong anti-interference ability and high stability, and is suitable for communication within the train and between trains.

[0032] The on-board safety protection system (6A System) is a system that is used for important safety-related matters, key components and parts such as high-voltage insulation, fire protection, video, train power supply, braking system, and running gear of locomotives. It has real-time detection, monitoring, alarm, network transmission, unified solid-state storage, and intelligent human-machine interface. In the 6A system, the reconnected wired link is an important channel connecting various subsystems, sensors, and central processing platforms. These links connect various components through physical cables to achieve real-time transmission and sharing of data. When the train is reconnected, the reconnected wired link of the 6A system is also responsible for connecting the 6A systems between different trains to achieve safety protection information sharing and collaborative control between trains. This helps to improve the safety and reliability of train operation.

[0033] The present invention proposes a virtual coupling network topology structure. The virtual coupling control system is respectively connected to the reconnection wired links such as ETB and / or WTB and the reconnection wired links of the on-board safety protection system (6A System), and the reconnection wired links such as ETB and / or WTB are switched to wireless links to transmit the reconnection control network data; the reconnection wired links of the locomotive on-board safety protection system (6A System) are switched to wireless links to realize the separation of the monitoring network and the control network. The reconnection network such as ETB and / or WTB realizes the functions of adding or reducing node discovery, network topology creation, and reconnection initial operation latching. The virtual coupling network topology structure does not change the original reconnection control and display mechanism of the train.

[0034] In some embodiments, see Figure 1 The step of acquiring monitoring information and generating a target speed curve according to the monitoring information comprises: Obtain monitoring information and obtain the performance data of the master control train and the slave control train; generating a target speed curve of the master control train according to the performance data of the master control train; Generate a master train target speed curve of the slave train according to the performance data of the slave train and the target speed curve of the master train, and synchronously correct the target speed curve of the master train according to the real-time speed of the master train; A train target speed curve of the slave-controlled train is generated according to the speed limit curve in the monitoring information and the master-controlled train target speed curve of the slave-controlled train.

[0035] The present invention proposes a strategy combining virtual coupling synchronous control with asynchronous control. The virtual coupling train is equipped with an auxiliary driving system, and the master train automatically generates the target speed curve of the master train based on the total weight, length, number of vehicles, operation schedule and other information obtained by the train operation monitoring system. The slave train automatically generates the master locomotive target speed curve of the slave train based on the master train data of the monitoring information obtained by wireless communication, and at the same time, the slave train synchronously corrects the master train target speed curve of the slave train based on the real-time speed of the master train obtained by wireless communication. The slave train controls the operation of the train with reference to the master train target speed curve of the slave train, realizing the synchronous control of the virtual coupling system.

[0036] The slave-controlled train generates the target speed curve of the slave-controlled train based on the speed limit curve, signal light signals, etc. obtained by the operation monitoring system of the train, and combines the target speed curve of the master-controlled train of the slave-controlled train to realize asynchronous control of virtual coupling.

[0037] Synchronous control makes the train operation logic easy to understand and debug. In the virtual coupling system, synchronous control can ensure that each train interacts in a predetermined order and time point, and asynchronous control can flexibly adjust the operation process according to the priority or usage of the master and slave trains. Synchronous control ensures the security of key train operations and data, while asynchronous control improves the response speed and flexibility of the entire operation process. This combined strategy enables the train to better respond to various emergencies and changes while ensuring safety.

[0038] The strategy of combining synchronous control with asynchronous control can make full use of the efficiency and accuracy of the vehicle-to-vehicle communication system to achieve real-time transmission and sharing of information between trains. This helps trains better understand the operating status and location information of the train ahead during driving, so as to make more reasonable operating decisions.

[0039] The combination of synchronous control and asynchronous control can achieve flexible adjustment and optimization of train formation. This helps to improve the operating efficiency of trains during the start and stop phases, reduce stop time and departure intervals, and thus improve the transportation capacity of the entire rail transit system. The strategy of combining synchronous control with asynchronous control can achieve real-time monitoring and precise control of the train operation status, so as to timely discover and deal with potential fault problems. This helps to reduce the failure rate of equipment and reduce the occurrence of train stoppages and delays caused by equipment failures.

[0040] In some embodiments, see Figure 1 The step of obtaining monitoring information and generating a safety distance according to the monitoring information includes: Acquiring real-time braking parameters according to the monitoring information; Inputting the real-time braking parameters into a preset train braking model to obtain a braking distance; The braking distance and the preset safe release distance are combined to generate the safe distance; The safe distance between the slave-controlled train and the master-controlled train is corrected in real time based on the monitoring information.

[0041] ; ; ; In the above formula: The safe distance between trains. is the total braking distance of the preceding train, is the total braking distance of the following train, The maximum allowable distance between two trains after stopping. is the distance traveled by the preceding train during braking, is the distance traveled by the rear train during braking, is the braking distance when the front train brakes, is the braking distance when the rear train brakes, is the running speed of the previous train, is the running speed of the subsequent train, is the braking speed of the front train, is the braking speed of the rear train, is the idle time of the previous train, The idle time of the following train, is the communication time between two columns.

[0042] A safety distance is generated according to the monitoring information, and the safety distance between the slave control meter and the master control train is corrected in real time according to the master control train speed, the calculated wheel-rail friction coefficient, the master control train total weight, the total weight of the train, the master control train length and the train length in the monitoring information.

[0043] The slave-controlled train adjusts the traction / electric braking torque in real time according to the safe distance to achieve asynchronous control of virtual coupling.

[0044] By monitoring the safe distance between trains in real time and adjusting the traction or electric braking torque as needed, it is possible to ensure that the trains maintain a sufficient safe interval during travel, thereby effectively preventing collision accidents caused by too close distances. When deceleration or stopping is required, the slave-controlled train can adjust the electric braking torque in real time according to the safe distance to ensure that the train can decelerate to a stop smoothly and accurately, avoiding safety hazards caused by untimely braking or excessive braking distance.

[0045] The preset train braking model construction process is as follows: According to the train traction calculation regulations, a train braking model is established. This model takes into account train resistance, braking force, initial velocity, final velocity, idling time and other conditions, and is used to calculate the train deceleration curve and braking distance.

[0046] Conduct braking performance tests in the laboratory or on a test line to obtain braking distance data of the train at different speeds and under different braking conditions.

[0047] Based on the test results, key parameters such as the train’s maximum braking deceleration and braking response time are determined.

[0048] Collect line parameters such as line length, slope, curve radius, turnout type, etc., analyze the impact of line conditions (such as slope, curve) on train braking distance, and adjust relevant parameters in the braking model accordingly.

[0049] In some embodiments, see Figure 1 , the step of obtaining train location information includes: In response to the wireless communication being normal, the track route is divided into a plurality of area segments with wireless communication access points, and when the train is running in an area segment, the train continuously communicates with the wireless communication access point and transmits the train position information in the virtual coupling network topology structure through the on-board safety protection system reconnection wired link; In response to wireless communication anomalies, Beidou short message communication and Beidou positioning are used on the train's Beidou satellite navigation system to obtain satellite signals, parse the satellite position and time information from the satellite signals, and calculate the train position information.

[0050] The present invention proposes a positioning and tracking strategy. If the wireless communication between trains is interfered, or in remote areas or places with insufficient radio signal coverage, the Beidou short message communication of the Beidou satellite navigation system is enabled, and the kilometer mark, longitude and latitude, vehicle length, total weight, kilometer mark and other information of each train are transmitted between trains, and the position information of the train is obtained through the Beidou positioning function. Combined with the above information, the slave control train automatically generates a position target curve through the auxiliary driving system, and controls the operation of the train according to the target speed curve.

[0051] The BeiDou satellite navigation system has high-precision and high-reliability positioning capabilities, with a positioning accuracy of up to centimeters. When wireless communication is abnormal, traditional positioning methods based on communication networks may not work properly, but the BeiDou satellite navigation system is not affected by this and can continue to provide accurate positioning information.

[0052] The BeiDou satellite navigation system not only has positioning functions, but also has unique short message communication capabilities. Two-way digital message communication can be achieved between trains and between trains and ground control centers. This is particularly important when wireless communication is abnormal, because even if the communication network is interrupted, the train can still conduct emergency communication through BeiDou satellites to transmit key information.

[0053] Wireless communication anomalies may be caused by a variety of reasons, such as network failures, signal interference, etc. In this case, the positioning system that relies on a single communication method may fail. However, as an independent positioning method, the Beidou satellite navigation system is not affected by wireless communication anomalies and can provide continuous and stable positioning services for trains. This enhances the robustness and reliability of the entire positioning system.

[0054] In some embodiments, see Figure 1 , the step of adjusting the distance between trains according to the safety distance comprises: When the distance between the current trains is less than the safe distance, applying brakes to the following trains to decelerate; When the distance between the current trains is higher than the safety distance and is gradually increasing, traction is applied to the subsequent trains to accelerate them.

[0055] The present invention proposes an automatic sensing and tracking strategy. Virtual coupled trains all run according to the target curve generated by the auxiliary driving system. Laser radar and sensing cameras are installed at the front of the train to detect the straight-line distance between the train and the preceding train and the track information between the two trains, and the distance on the rails between the two trains is calculated through the automatic sensing model. When the distance between the current sequence car and the subsequent train is lower than the safe distance, the subsequent train automatically applies braking to slow down; when the distance between the current sequence car and the subsequent train is higher than the safe distance and gradually increases, the subsequent train automatically applies traction to accelerate.

[0056] Automatic tracking can monitor the distance between trains in real time and adjust it according to the preset safety distance threshold. When the distance between trains is less than the safety distance, the braking mechanism will be automatically triggered to ensure that the trains will not collide. In an emergency, it can respond quickly and adjust the braking parameters of the train to achieve a shorter and smoother braking distance to protect the safety of passengers and cargo. According to the actual operation of the train and the safety distance requirements, the driving interval is dynamically adjusted to achieve more efficient train operation while ensuring safety. By accurately controlling the running speed and parking position of the train, the automatic tracking system can reduce the train's stop time and improve the transportation capacity of the entire rail transit system.

[0057] Acquire, process and transmit the train's location, speed and other information in real time. This helps improve the efficiency of information transmission between trains and ensures that the trains can maintain a consistent operating status during travel. The train's operating strategy and marshaling method can be flexibly adjusted according to the actual situation of the train marshaling and transportation needs, thereby improving the overall performance and operating efficiency of the train marshaling. The use of advanced sensors and communication technologies can monitor the train's operating status and performance in real time. This helps maintenance personnel to promptly discover and deal with potential problems, simplify maintenance processes and reduce maintenance costs.

[0058] In some embodiments, see Figure 1 , the distance between the trains is calculated as follows, Obtain the straight-line distance between the preceding and following trains and the track information between the two trains; Obtain track distance and curve slope based on track information; Combine the straight-line distance with the track distance to get the basic distance; The additional distance is obtained by weighted averaging the curve slope and the preset curve coefficient; Add the basic distance and the additional distance to get the distance between trains.

[0059] Since there is a curve on the track between the train and the adjacent train, and the vehicle tracking distance monitoring module can only measure the straight-line distance, there are errors in calculating the speed of the coupled vehicles. At the same time, the slope will also affect the speed of the vehicle. In complex terrain, the change of the curve slope may be more frequent and drastic, and the error accumulation leads to inaccurate final results. Therefore, in addition to the horizontal curve, the distance change caused by the longitudinal section also needs to be considered.

[0060] By simultaneously considering the changes in horizontal curves and longitudinal sections, the actual conditions of the railway line can be more comprehensively reflected, thereby improving the accuracy of the calculation results, helping to better assess the safe distance for train travel and ensuring that trains can travel smoothly and safely in complex terrain.

[0061] The present invention proposes a system for virtual train coupling control, please refer to Figure 2 and Figure 3 ,include: An entry module 100 is configured to enter a virtual connection in response to the presence of an entry condition, create a virtual connection network topology structure, and perform monitoring based on the virtual connection network topology structure; The calculation module 200 is configured to obtain monitoring information, generate a target speed curve and a safety distance according to the monitoring information, obtain train positioning information, and generate a position target curve based on the train positioning information; A control module 300 is configured to control the operation of trains through the position target curve and the target speed curve, and adjust the distance between trains according to the safety distance; The exit module 400 is configured to exit the virtual linkage in response to the existence of an exit condition.

[0062] In order to make all key links and technical parameters of locomotive and EMU maintenance operations visible, controllable in real time and intelligently judged, advanced maintenance management concepts and methods are used to move the quality control link forward and extend it, and transform the most basic quality analysis and operation process management from statistical, descriptive and result-assessment types to trend, predictive and real-time correction types.

[0063] The present invention discloses a control system for the maintenance operation of locomotives and EMUs, including a portable interactive terminal and a data analysis and diagnosis terminal. A standard system for the maintenance operation of locomotives and EMUs is established to automatically generate maintenance test items corresponding to the vehicle model and the maintenance type, and send the maintenance test items to the portable interactive terminal. A portable interactive terminal is used to establish a human-computer interaction interface, solidify the maintenance test process, monitor the test process through video, photography, and communication data, and automatically and comprehensively judge the test results according to the maintenance operation model. If the result is passed, it will automatically jump to the next test item; if the test result is a failure, the reason for the failure will be prompted and wait for manual confirmation.

[0064] The portable interactive terminal is used to automatically transmit the operation history data, test process data and result data of locomotives and EMUs to the ground data analysis and diagnosis terminal through 4G, 5G or WLAN, or copy them to the ground data analysis and diagnosis terminal through a USB flash drive. The data analysis and diagnosis terminal displays and stores the maintenance test process and test results in real time, establishes communication with the portable interactive terminal through voice or video, and diagnoses ticket failures in combination with the historical data of locomotives and EMUs, and connects with other systems in the section.

[0065] The on-board part of the virtual coupling control system is mainly composed of a virtual coupling host, an auxiliary driving system, a train operation monitoring system, a digital radio station, an antenna, a repeater or other signal enhancement device, a network control system, a reconnection gateway, a display system, a traction system, a braking system and a safety protection system.

[0066] The auxiliary driving system communicates with the train operation monitoring device to obtain signal information, station information, siding information, line slope information, curve information, kilometer mark sudden change information, tunnel information, locomotive model, train number, current and supplementary passengers and freight, number of vehicles, total weight, length, route number, station number, branch line number, siding number, signal type, signal number, distance to the signal ahead, speed limit, kilometer mark, speed limit information ahead / LKJ disclosure information (temporary speed limit information), etc.

[0067] The virtual coupling host is mainly composed of power plug-in, communication plug-in, XBEE module plug-in, 5G-R module plug-in, processing module plug-in, data recording plug-in, etc. The communication plug-in communicates with the network control system and display system to obtain manual setting instructions from the driver, virtual coupling status information, and virtual coupling entry and exit instructions, etc. The communication plug-in simulates the other vehicle's reconnection gateway to communicate with the vehicle's reconnection gateway; the communication plug-in communicates with the XBEE module plug-in, 5G-R module plug-in and digital radio to obtain the other vehicle's reconnection data.

[0068] The ground part of the virtual linkage control system is mainly composed of a ground monitoring and dispatching command center, a ground station or base station, a repeater or other signal enhancement devices.

[0069] The data transmission radio, also known as the wireless data transmission radio, uses the same frequency for sending and receiving data when the communication status is normal, and the train data transmission radio communication adopts polling mode to query data; when the communication status is abnormal, the sending and receiving data use different frequencies, and full-duplex communication.

[0070] 5G-R, the full name of which is 5G-Railway, has the characteristics of high speed, low latency and high reliability. The spectrum and technical standards used are specially customized for railway communications to ensure the stability and security of communications.

[0071] The XBee module is a wireless communication module based on ZigBee technology. It does not require ground base stations or other equipment to achieve wireless communication between devices.

[0072] In some embodiments, see Figure 2 , the system further comprises: When the train length is less than or equal to the preset distance, a signal enhancement device is added at the end of the train; When the train length is greater than the preset distance, a signal enhancement device is added in the middle of the train and at the end of the train within the preset distance.

[0073] The present invention proposes to use two-way wireless communication technologies such as digital radio and / or XBEE and / 5G-R to transmit control instructions, equipment and operating status, video, LKJ operating parameters and other data between virtual coupled trains. When the train length is less than or equal to the preset distance, a portable repeater or other signal enhancement device is added at the end of the train; when the train length is greater than the preset distance, a portable repeater or other signal enhancement device is added at the middle of the train and at the end of the train that is not greater than the preset distance, thereby improving the coverage and reliability of the wireless network.

[0074] The present invention proposes that an in-vehicle network security protection architecture can also be built, which has the functions of in-vehicle network security operation monitoring, situation analysis, security early warning assessment, abnormal data isolation, etc.

[0075] In some embodiments, see Figure 3 In the virtual interconnected network topology, each train carriage is regarded as a node, and the master control train is regarded as a central node, and independent equipment is set in each train carriage; All nodes are interconnected through the ETB and / or WTB reconnection wired links, and the wireless control modules in the ETB and / or WTB reconnection wired links perform train marshaling according to a tree structure; In each train car, a star topology is constructed with independent devices through Ethernet switches, and communication is carried out by the Ethernet switches and wireless control modules.

[0076] The tree topology has a clear hierarchical relationship, making each train easy to manage, while the star topology connects all other nodes inside the train through switches to form a centrally controlled network structure, jointly building a topology that is both hierarchical and centralized for easy maintenance. Since the tree topology and star topology are easy to expand, the virtual interconnected network topology can flexibly add or delete train nodes to meet the needs of future business growth. The star topology transmits data through Ethernet switches and can also achieve fast data access. The tree topology can disperse network traffic and reduce the burden on a single node. The star topology is centrally controlled through Ethernet switches, which can achieve better load balancing strategies, achieve more balanced network traffic distribution, and improve the overall performance of the network.

[0077] Based on the same inventive concept, according to another aspect of the present invention, Figure 4 As shown, an embodiment of the present invention further provides a computer device 30, which includes a processor 310 and a memory 320. The memory 320 stores a computer program 321 that can be run on the processor. When the processor 310 executes the program, the steps of the above method are performed.

[0078] Based on the same inventive concept, according to another aspect of the present invention, Figure 5 As shown, an embodiment of the present invention further provides a computer-readable storage medium 40, which stores a computer program 410 for executing the above method when executed by a processor.

[0079] The embodiment of the present invention may also include a corresponding computer device. The computer device includes a memory, at least one processor, and a computer program stored in the memory and executable on the processor, and the processor executes any one of the above methods when executing the program.

[0080] The memory, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer executable programs and modules, such as program instructions / modules in the embodiments of the present application. The processor executes various functional applications and data processing of the device by running the non-volatile software programs, instructions and modules stored in the memory, that is, implementing the above method.

[0081] The memory may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created according to the use of the device, etc. In addition, the memory may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In an embodiment, the memory may optionally include a memory remotely arranged relative to the processor, and these remote memories may be connected to the local module via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0082] Finally, it should be noted that a person skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, the storage medium of the program can be a disk, an optical disk, a read-only storage memory (ROM) or a random access memory (RAM), etc. The above-mentioned computer program embodiments can achieve the same or similar effects as the corresponding above-mentioned arbitrary method embodiments.

[0083] It will also be appreciated by those skilled in the art that various exemplary logic blocks, modules, circuits and algorithm steps described in conjunction with the disclosure herein can be implemented as electronic hardware, computer software or a combination of the two. In order to clearly illustrate this interchangeability of hardware and software, a general description has been given to the functions of various schematic components, blocks, modules, circuits and steps. Whether this function is implemented as software or hardware depends on specific applications and the design constraints imposed on the entire system. Those skilled in the art can implement the function in various ways for each specific application, but this implementation decision should not be interpreted as causing a departure from the disclosed scope of the embodiments of the present invention.

[0084] The above are exemplary embodiments disclosed in the present invention, but it should be noted that various changes and modifications may be made without departing from the scope of the embodiments disclosed in the present invention as defined in the claims. The functions, steps and / or actions of the method claims according to the disclosed embodiments described herein do not need to be performed in any particular order. The serial numbers of the embodiments disclosed in the above embodiments of the present invention are for description only and do not represent the advantages and disadvantages of the embodiments. In addition, although the elements disclosed in the embodiments of the present invention may be described or required in individual form, they may also be understood as multiple unless explicitly limited to the singular.

[0085] It should be understood that, as used herein, the singular forms "a", "an" are intended to include the plural forms as well, unless the context clearly supports an exception. It should also be understood that, as used herein, "and / or" refers to any and all possible combinations including one or more of the associated listed items.

[0086] A person skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the disclosure of the embodiments of the present invention (including the claims) is limited to these examples; under the concept of the embodiments of the present invention, the technical features in the above embodiments or different embodiments can also be combined, and there are many other changes in different aspects of the above embodiments of the present invention, which are not provided in detail for the sake of simplicity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present invention should be included in the protection scope of the embodiments of the present invention.

Claims

1. A method for virtual train coupling control, characterized in that: include: In response to the presence of an entry condition, entering a virtual connection, creating a virtual connection network topology structure, and performing monitoring based on the virtual connection network topology structure; Acquire monitoring information, generate a target speed curve and a safety distance according to the monitoring information, acquire train positioning information, and generate a position target curve based on the train positioning information; Controlling the train operation by means of the position target curve and the target speed curve, and adjusting the distance between trains according to the safety distance; In response to the existence of an exit condition, the virtual hook-up is exited.

2. The method for virtual train coupling control according to claim 1, characterized in that: The steps of creating a virtual interconnected network topology structure and monitoring based on the virtual interconnected network topology structure include: Switch the ETB and / or WTB reconnection wired link and the vehicle safety protection system reconnection wired link to a wireless link; The ETB and / or WTB reconnect wired links to perform initial operation of the grouping, thereby creating a virtual interconnected network topology structure; The train data in the virtual coupling network topology is monitored and transmitted through the on-board safety protection system reconnection wired link.

3. The method for virtual train coupling control according to claim 1, characterized in that: The step of acquiring monitoring information and generating a target speed curve according to the monitoring information comprises: Obtain monitoring information and obtain the performance data of the master control train and the slave control train; generating a target speed curve of the master control train according to the performance data of the master control train; Generate a master train target speed curve of the slave train according to the performance data of the slave train and the target speed curve of the master train, and synchronously correct the target speed curve of the master train according to the real-time speed of the master train; A train target speed curve of the slave-controlled train is generated according to the speed limit curve in the monitoring information and the master-controlled train target speed curve of the slave-controlled train.

4. The method for virtual train coupling control according to claim 1, characterized in that: The step of obtaining monitoring information and generating a safety distance according to the monitoring information includes: Acquire real-time braking parameters according to the monitoring information; Inputting the real-time braking parameters into a preset train braking model to obtain a braking distance; The braking distance and the preset safe release distance are combined to generate the safe distance; The safe distance between the slave-controlled train and the master-controlled train is corrected in real time based on the monitoring information.

5. The method for virtual train coupling control according to claim 1, characterized in that: The step of obtaining train location information comprises: In response to normal wireless communication, the track route is divided into multiple area segments with wireless communication access points. When the train runs in an area segment, it continues to communicate wirelessly with the wireless communication access point, and the train position information in the virtual coupling network topology is transmitted through the on-board safety protection system reconnecting wired link; in response to abnormal wireless communication, Beidou short message communication and Beidou positioning are used on the Beidou satellite navigation system of the train to obtain satellite signals, and the satellite position and time information are parsed from the satellite signals to calculate the train position information.

6. The method for virtual train coupling control according to claim 1, characterized in that: The step of adjusting the distance between trains according to the safety distance comprises: When the distance between the current trains is less than the safe distance, applying brakes to the following trains to decelerate; When the distance between the current trains is higher than the safety distance and is gradually increasing, traction is applied to the subsequent trains to accelerate them.

7. The method for virtual train coupling control according to claim 1, characterized in that: The distance between the trains is calculated as follows, Obtain the straight-line distance between the preceding and following trains and the track information between the two trains; Obtain track distance and curve slope based on track information; Combine the straight-line distance with the track distance to get the basic distance; The additional distance is obtained by weighted averaging the curve slope and the preset curve coefficient; Add the basic distance and the additional distance to get the distance between trains.

8. The system for virtual train coupling control is characterized by: include: An entry module configured to enter a virtual connection in response to the presence of an entry condition, create a virtual connection network topology structure, and perform monitoring based on the virtual connection network topology structure; a calculation module configured to obtain monitoring information, generate a target speed curve and a safety distance according to the monitoring information, obtain train positioning information, and generate a position target curve based on the train positioning information; a control module configured to control the operation of the trains through the position target curve and the target speed curve, and adjust the distance between the trains according to the safety distance; The exit module is configured to exit the virtual linkage in response to the existence of an exit condition.

9. The train virtual coupling control system according to claim 8, characterized in that: The system also includes: When the train length is less than or equal to the preset distance, a signal enhancement device is added at the end of the train; When the train length is greater than the preset distance, a signal enhancement device is added in the middle of the train and at the end of the train within the preset distance.

10. The train virtual coupling control system according to claim 8, characterized in that: In the virtual interconnected network topology, each train carriage is used as a node, and the master control train is used as a central node, and independent equipment is set in each train carriage; All nodes are interconnected through the ETB and / or WTB reconnection wired links, and the wireless control modules in the ETB and / or WTB reconnection wired links perform train marshaling according to a tree structure; In each train car, a star topology is constructed with independent devices through Ethernet switches, and communication is carried out by the Ethernet switches and wireless control modules.

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